Shiftable buffer stop



Aug. 11, 1931. H. POSENTRUP SHIF'I'ABLE BUFFER STOP 3 Sheets-Sheet 1 Filed June 17. 1929 Inventor Aug; 11, 1931. H. POSENTRUP SHIFTABLE BUFFER STOP 3 Sheets-Sheet 2 Filed June 17, 1929 Im/en for.-

Elk W Fig.8).

Aug. 11, 1931. v pds 1,817,938

SHIFTABLE BUFFER STOP Filed June 17. 1929 's Sheets-Sheet 3 Fl 'g.9. Fig/2.

Inventor Patented Aug. 11, 1931 PATENT OFFICE HEINRICH rosnnrnor, or MUNsrnn,.GnR 1vmnY SHIFTABLE BUFFER STOP Application filed June 17, 1929, Serial No. 371,517, and in Germany June 21, 1928.

Buffer stops have become known to-which the braking force is imparted in that iron girders or rectangular timbers or" the brake are pressed against the webs of rails. The

. strength of the pressing pressure and consequently of the braking power, which is not strong, depends on several contingencies and is consequently uncertain. The braking force of other shittable butter stops for in greater efliciencies changes with the wheel pressure of the locomotives or waggons striking against the same; it is consequently also very variable.

When a locomotive or Waggon strikes against these heavy bumping posts at considerable speed, the mass of the bumping post is concussion-like rapidly shifted and the braking force occurs at the same time. Stresses are thereby produced which -might become dangerous for the locomotive or waggonand for the buifer stop. To return a buiier stop of known type into the initial position is very diflicult.

The bufl er stop according to the invention is of light weight and possesses a great adjustable braking force acting only after the shiftable elements have been shifted up to the speed of the locomotive or "Waggon.

Three embodiments of the invention are #3 illustrated by way of example in the accompanying drawings, the two last embodiments being completed by devices for automatically returning the bufier stop into the initial position.

f In the drawings, Figs. 1a to 6 illustrate the first embodiment of the invention.

Fig. 1a shows a cross section of the butter stop in the normal position.

Fig. 1?) shows in cross section the buffer stop in the operative position.

Fig. 2 shows the buffer stop in front-elevation, the transverse girders being shown in longitudinal section.

is i Fig. 8 is a top plan view of Fig. 2.

Fig. shows a similar view to Fig. 3, the construction being slightly modified.

Fig. 5 shows in elevation the head end of a bolt connecting the shittable irons of the bufler stop and in section the flat iron and co cap on the bolt end.

Fig. 6 is a section on line VIVI of Fig.

Figs. 7 to 13 show a buffer stop designed for great eiiiciency.

Fig. 7 :is .a part front elevation of the 5.. bufi er stop partly in sectionlon line VIIVII of Fig. 8a.

Fig. 8a is a top plan view showing the element in the inoperative position.

Fig. 8b is a section on line 'VIIIb VIIIY) to of Fig. 8a.

Fig. 80 is asection on line VIIIOVIIIO of Fig. 8a.

Fig. 8d is a section on line VIIICZ+VIII6Z of Fig. 8a. 05

Fig. 86 shows a part of the buffer stop in top plan view.

Fig. 8 is a section on line VIIIf-VHI; of Fig. 86.

Fig. 9 is a part top plan view showing the TI) elements in the operative position. 8 ZFig. 10 is a section on line XX of Fig.

Fig. 11 is a section on line XIXI of Fig. 10.

Fig. 12 shows a flat iron 7 in top plan View.

F g. .13 shows in side elevation partly in section the lower connection or" the hook for gripping the buiier plates.

Figs. 14 to 16 illustrate the third embodi- S3 ment of the invention.

Fig. 14 is a cross section on line XIV-XIV of Fig. 15.

Fig. is a top plan view of the buffer stop.

Fig. 16 is a section on line XVIXVI of Fig. lt.

At each side of the track a longitudinal girder or waste rail is arranged at the height of the buffers on the locomotive or waggons 90 iron and parallel to the track. These rails 1 rest, at the end turned away from the end of the track, each on a support 2. The other end oi. each rail 1 rests on a post on which it is shiitably guided in longitudinal direction to account for the alteration of length by heat (Figs. 1a. 1b and Fish plate-like irons 3 are inserted one on each side of each rail 1 between the rail head and .rail i'oot. Each has an upwardly directed extension at the upper edge and a downwardly directed extension at the lower edge. The two extensions have each a wide indentation at the middle. The upwardly directed extension has two narrow indentations at each side of the middle indentation. Strong bows 4: resting on the head of rail 1 engage one with each narrow indentation of the upwardly directed extension of the irons 3. The down wardly directed extensions of the two irons 3 are connected by screw bolts 5. Between the head of each screw bolt 5 and the corre sponding iron 3 several small springs 6 are inserted which are accommodated in a sheet metal cap 7. One cap is mounted on two adjacent bolts Each cap is closed on three sides and open at the inner end. One fiat iron 8 is mounted on two adjacent bolts 5 between the bolthead and the cap 7. The

bolts are tightened so that the springs 6 are The braking resistance of the butter stop is very high owing to the fact that the irons 3 are pressed in like wedges. By the oblique position of the irons 3 shown in Fig. is no further retightening is possible only when the friction faces on the rail and on the irons are completely worn.

Transverse girders connected the one with the other by bolts 9 are mounted one on andv the other under the rail 1 in the niddle indentation of the irons 3 (Figs. 2 and 3). The arrow line in Fig. 2 indicates the direction in which the shock acts on the girders 10 when a locomotive or Waggon strikes against the same. The middle indentation in the irons 3 is longer than the transverse girders are high, and these transverse girders are pulled by spiral springs 12 fixed to the irons in the direction from which the shock of the waegon comes, so that they bear against the corresponding end wall of the middle indentation, a free space 11 being left at the opposite end of the indentation. In 2 only the ends of the springs 12 are indicated.

hen a waggon is striking against the butter stop only the transverse girders 10 are shifted at first until, after they have been shifted the distance 11, hey strike against the other end of the indentations in the irons 3, so that then these irons begin to be shifted and to exert a braking action.

To push back by hand the transverse girders and the irons 3 the screw bolts 5 have to be loosened.

The term of construction shown in Fig. i is practical for economizing space. The rail 1 is mounted in this case shit'table in longitudinal direction on two posts 13 and 1 1, the post let standing at the end of the track. On the end of rail 1 which projects beyond this post let transverse girders 10 are fixed by screw bolts 9. In the inoperative position the end of the track and the end of the butter stop coincide therefore approximately. The fish plate-like irons 3 pressed against the rail 1 bear against the post 13. \Vhen a waggon s rikes against the butter girders 10, the rail 1 is pulled by the stationary irons 3 (Fig. i). The braking course may be about two meters long, the Waggon wheels passing not beyond the end of the track rails.

The second embodiment of the invention, shown in Figs. 7 to 13, is designed for great efliciencies. On either side of the track several flat irons 17, held only at their ends, are mounted atthe height of the centre 15 of the buffer plates, for instance on the edge 16 of a high railway platform. The distance between said flat irons is determined by short intermediate plates 18 (Fig. 80, lower end at the right). Flat irons 19 to 25, which are somewhat thinner than the intern'iediate plates 18 and which are shii'table in longitudinal direction, engage between the flat irons 17. The outer flat irons 19 and are connected to one another by two angle irons 26 and 27 to form U-shaped rods. eds 28 and 29 are formed in a similar manner. On the rod 27 wedges 30 and on the rod 28 wedges 31 are fixed. Between the rods 28 and 29 stron springs 33, preliminarily tensioned by screws 32, are arranged. All rods and fiat irons are held by straps 8%, with which the rods 27 and 29 are rigidly connected. The fiat irons 19 to 25 and the rod 27 are shiftable in transverse and longitudinal directions, the rod 28 being shiftable only transversely to the straps. The ends of the rods 26 and 28 are connected by angle irons 35 having oblong holes. The upwardly projecting portions 36 of the flat irons 19 to 25 are indicated by short cross lines in the top plan views, whereby it is easier to see which fiat irons and rods are shiftable in longitudinal direction with regard to the straps 3i and by which distance. The facing arms of the butter girders 37 and are cut out. so that the fiat irons 17 and the flat irons which connect the rods 26 and 28 to the butter girders can pass (Figs. 8d, 10 and 11).

The operation is as follows:

Vhen a locomotive or Waggon strikes against the butter girders 37, 38, these girders and the rods 26, 28 and 29 are moved and arness the speed of movement is accelerated to the speed at which the Waggon moves. l/Vhen this acceleration has been terminated after a travel of some centimeters, the wedges 31 begin to slide on the wedges 30 and to accelerate their movement together with that of the rod 27. In the further course the plates 39, riveted on the rod 37 strike against the projections 36 of the flat irons 25, 24 and 23. When this has been done, the resistance from friction of these three plates is so great, that the ascending movement of the wedges 31 on the wedges 30 ceases, whereupon the springs 33 are further compressed a distance equal to the distance by which the rod 28 has been pushed away from the rod 27. The flat irons 22, 21 and 20 are then still drawn along by the straps 34, whereby the full braking force and the state shown in Fig. 9 are att ained.

The plates 40 of the buffers of the Waggon are gripped by two hooks 41 connected the one with the other (Fig. 13). When the bufier stop has come to standstill, and the waggons are moved back, the wedges 31 at first slide on the wedges 30 in the detaching sense, whereby the springs 33 are detended so that the resistance from friction of the fish platelike irons against the return movement of the buffer stop is so little, that the force of the hooks 41 is sutlicient. At this movement the wedges 30 and 31 assume again the position ready for use, as shown in Fig. 266. Shortly before the bufier stop returns into the extreme position the lower connection of the hooks 41 strikes against an abutment 42 (Fig. 13) whereby the butter plates became tree.

The form of construction shown in Figs. 14 to 16 with the use of two longitudinal girders or rails is adapted for not quite great efficiencies of buffer stops returning automatically into the initial position. The rails 43, the foot of which is cut to the width of the head, rest, as in the first form of construction, on iron posts, only the post 44 turned away from the track end being shown in Figs. 14 and 15. The fish plate-like irons 45 and 46 engage with the free spaces between the head and foot of the rail. On the iron 46 the wedges 47 and on the rod 48 the counter wedges 49 are fixed. This rod 48 and the irons are encircled by straps 50 in which a spring 51 is situated which is put under preliminary tension. The iron 45 and the vertical web of rod 48 extend through out out portions of buffer girders 52 and 53 and are connected with the same. l/Vhen a Waggon strikes against the bufier girders, these girders, the iron 45 and the rod 48 are first moved. When this movement has terminated, the wedges 49 ascend on the wedges 47 until a projection of the wedges 49 prevents further ascending. The springs 51 are thereby put under further tension, the iron 46 is drawn along side ofqthe track and two transverse girders one on and the other under said longitudinal girders at the height of the buffers on the waggons.

2. A shiftable buffer stop, comprising longitudinal girders arranged one at each side of the track, two transverse girders one on and the other under said longitudinal girders at the height of the buffers on the waggons and fish plate like irons oscillatably mounted on the sides of said longitudinal girders.

3. A shittable buffer stop, comprising longitudnal girders arranged one at each side of the track, two transverse girders one on and the other under said longitudinal girders at the height of the buffers on the waggons, fish plate like irons oscillatably mounted on the sides of said longitudinal girders, and springs for elastically pressing said irons against the webs of said girders.

4. A shiftable buffer stop, comprising in combination longitudinal girders one at each side of the track, fish plate like irons oscillatably mounted on the sides of said longitudinal girders, an upwardly directed extension at the top edge, and a downwardly directed extension at the lower edge of said girders, each extension having an indentation at the middle transverse girders located in said indentations which are longer than said transverse girders are high, and springs adapted to pull said transverse girders in the direction from which the shock comes.

5. A shiftable buffer stop, comprising in combination longitudinal girders one at each side of the track, fish plate like irons oscillatably mounted on the sides of said girders, an upwardly directed extension at the upper edge and a downwardly directed extension at the lower edge of said irons each extension having large indentation at the middle and said upper extension having two small indentations in the port-ions at the right and left of said middle indentation, transverse girders serving as butter shiftable in said apertures, a bow in each small indentation resting on the head of the longitudinal girder adapted to press said irons against said longitudinal girders when a Waggon is striking against said transverse girders.

6. A shiftable butter stop, comprising in combination stationary fish plate like irons having identations longitudinal girders extending through said irons, and transverse girders serving as butler engaging with said indentations.

7. A shift-able buffer stop as specified in claim 6, comprising a Wedging device consisting of a series of flat plates, straps encircling said plates, two pairs of wedges adapted to be shifted on each other at the shock stops for limiting the shifting movement of said Wedges, and strong spiral springs attached to said straps adapted to be put under tension by the shifting movement of said Wedges;

S. A shiftable buffer stop as specified in claim 6, comprising in combination with the transverse girders serving as buffer, hooks oscillatably arranged under said girders adapted to grip over the buffer plates of the cars.

In testimony whereof I afliX my signature.

HEINRICH PosENTRUP. 

